Automatic train controlling and signaling mechanism for block-signal systems.



H. W. PRICE. AUTOMATIO TRAIN CONTROLLING AND SIGNALING MECHANISM FORBLOCK SIGNAL SYSTEMS. APPLICATION FILED MAR 21, 1907. 923,297, PatentedJune 1, 1909.

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APPLICATION FILED MAR 21, 1907.

Patented June 1, 1909.

3 SHEETS-SHEET 2.

H. W. PRICE. AUTOMATIG TRAIN GONTROLLING AND SIGNALING MEGHANISM FORBLOCK SIGNAL SYSTEMS.

APPLIOATION FILED MAR 21, 1907.

Patented June 1, 1909.

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MT/VESSES, INVENTOR,

E 14 Price a 6 QM 6.1-7 1 x W UNITED STATES PATENT OFFICE.

TO ALLAN MCPHERSON, OF LONGFORD MILLS, CANADA, AND ONE-HALF TO WILLIAMRUSTON PERCIVAL PARKER, OF TORONTO, CANADA.

AUTOMATIC TRAIN GON'J.ROLLI1\T(3- SIGNALING MECHANISM FOR BLOCK- SIGNALSYSTEMS. I

Specification of Letters Patent.

Patented June 1, 1909.

Application filed March 21, 1907. Serial No. 863,691.

To all whom it may concern:

Be it known that I, HAROLD \ViLBERroRoE Pinon, of the city of Toronto,in the county of York, in the Province of Ontario, Canada, have inventedcertain new and useful Improvements in Automatic Train Controlling andSignaling Mechanism for Block-Signal Systems, of which the following isthe specification.

My invention relates to improvements in automatic train controlling andsignaling mechanism for block signal systems, and the object of theinvention is to devise a simple, positive-acting mechanism requiring nocontrol of the engineer and in which the engine signaling device whenonce released will not reset itself until the brake valve operatingmechanism has completed its movement, in which trouble due to leakage ofhigh pressure air cannot efiect any improper movement of the brake valveoperating device and cannot prevent the signal receiving device fromoperating when released.

Further objects are to produce a device of this class, which can bereadily applied to a standard engineer's brake valve without anyalteration of the same and in which there will be no liability of anydanger to the engineer by the engineers brake handle being caused tomove too rapidly.

To these ends I have constructed and arranged my invention ashereinafter more particularly explained.

Figure 1, is a side elevation of an engine and portion of a trackshowing partially diagrammatically the position of portion of the partsinvolved in my invention as well as the battery connection between theinsulated rails, whereby the engine signal receiving mechanism isoperated. Fig. 2, is

an enlarged perspective detail of the engine signal receiving mechanism.Fig. 3, is a longitudinal vertical section through the valve chest onthe plane of the whistle valve. Fig. 4 is a sectional view of the valvechest partially broken away and in section to show the passa e-ways.

Fig. is a cross section of the va ve chest shown in Fig. 2. Fig. 6,

I i is a'n'enlarged perspective detail of the valve chest of the enginesignal receiving mechanism partially brokenaway and in section andshowing the pipe connection to the adjustable automatic controller ofservice braking force, which is shown in section and to the brake valveoperating device. Fig. 7, is a detail of the cushion retarder for thetrip arm of the engine signal receiving mechanism. Fig. 8, is aperspective view showing the brake valve operating device and itsconnection to the engineer's brake valve. Fig. 9, is a vertical sectionthrough the brake valve operating device. Fig. 10, is a view partiallybroken away'and in section of the brake valve operating device. Fig. 11,is a perspective detail of the cushioning piston used in the brake valveoperating device. Fig. 1:2, is a detail of the ring, which is operatedto throw the engineers brake valve into the brake applying position.Fig. 13 is a detail view of the arm M,

In the drawings like characters of reference indicate correspondingparts in each figure.

In order that my invention may be read ily understood in all its detailsI show diagrammatically in Fig. 1, a locomotive in which are located theseveral parts of my apparatus and parts involved in my inventioncomprising the engine signal receiving device Afthe engineers brakevalve B and automatically operating device C therefor. the adjustableautomatic controller D of the service braking force and the main airreservoir of the engine and the pipe and electrical connectionshereinafter described. The signals are set on the track against a trainby the relays, such as described in an application for improvements inan automatic electric block signal system filed March 21st, 1907, underSerial Xumber 363.699, causing a battery F to be connected to the railsas indicated in Fig. 1. the terminals of the battery being separated byinsulated rail joints F.

The front truck E of the locomotive is insulated from the main bodythereof by any suitable insulating device, such as a plate F. It will,therefore, be .seen that both the front truck and the main drivingwheels are electrically separate except when connected together bycontinuous rails or by wire in the engine. If found preferable, ofcourse, the engine may. be electrically separatedfrom the tenderinstead.

The engineers brake valve B is connected by the pipe G to the main airreservoir 2 and by the pipe G to the train line G magnet which leads tothe cylinders G by which the brakes are applied to the mainwheels of theengine. The train line, of course, leads also to the reservoir and othercars of the train.

Of the various mechanisms involvedin my invention I shall first describethe engine signal receiving device.

H is a valve chest.

I are a pair of magnets supported on a suitable standard -J on the baseJ of insulating material.

K are a pair of magnets supported on a suitable standard K and base J.

3 is a wire leading from the magnet I to the binding post 3 connected tothe main body of the engine.

4 is a wire leading from the opposite end of the magnet I to the truck.

5 is a Wire leading from the wire 4 to the magnet K and 6 is a wireleading from the K to and through the battery 7 to the binding post 8,see Figs. 1 and 2.

9 is a branch wire leading from the wire 4 to the binding post I on thearmature I of the magnet I.

The armature I is supported in suitable hearings on the standard J andis connected by a spring I to the standard.

K is an armature pivoted on the bottom of the standard K and connectedby a spring K to the standard. The upper end of the armature K has abent end K as indicated and the armature is designed to coact as will bereadily understood with the magnets K. I

p L is a cylinder secured to the base J, see Figs. 2 and 7.

L is the cap of the cylinder, which is provided with a depending flangeL one side being deeper than the other;

L is a piston having a rod L, which extends through a slot 10, theupp erend of which is designed to form a'retarding sto as will hereinafterappear. The piston L is supported in the upper position by a spiralspring L L is a set screw, which extends through a lug L forming part ofthe cap L and designed to abut the rod L and adjust itto 'a more or lessvertical position to co-act with the arm M.

H is a bearing bracket forming part of the valve chest H and H is anarbor journaled in the bracket and upon which the arm M1 is secured. Thearm M normally rests upon the extremity of the bent end K of thearmature K H 'is a pinion secured on the arbor H and H is a stop forthe'arm M secured on the bracket H.

H is a drum secured on the arbor H and having located thereon the spiralspring H one end of which is fastened to the drum and the other to thebracket H, the normal tendency of the spring'being to force the arm M inthe direction indicated by arrow. One flange'of the drum H is providedwith a ratchet notch H in which normally rests the bent end of the leverH which is fulcrumed on the bracket 11, at the top of the cylinder H,which communicates with the interior of the valve chest H. The piston His located in the cylindenH and is normally held at the upper end of theannular enlargement H by the spiral spring H, see Fig. 3, so as to closethe passage of the air from the valve chest H. The rod 13 of the pistonH extends up underneath the end of the lever H Y 14 is a pipe or tubeleading from the cylinder H to the air whistle 15.

Upon the arm M being thrown down in the manner, which will hereinafterappear, the bent end of the lever H is raised out of the notch H andthereby depresses the piston and establishes communication betweentheair chest and the whistle and-thereby apprising the engineer of theapproaching danger and also of the fact that the application of thebrakes is being started. The air chest receives the air from the mainair reservoir 2 through the pipe G hereinbefore referred to.

N is an arm secured on the end of the arbor N and provided with aquadrantal end N which meshes with the pinion H 0 is a cylinder locatedin the top of the valve chest and provided with a piston O' which isconnected by a link .0 to a fork N on the arm N.

O is a pipe leading from the bottom of the cylinder 0 to the passage-way0 leading to the port 0 at the bottom of the valve 1 5 chest, see Figs.4, 5 and 6.

O is a pipe leading from one side of the cylinder 0 to the passage-way Ocommunieating with the port 0 at the bottom of the valve chest H, Thepipe 0 leads at the cylinder end. into a valve chamber 0 whichcommunicates by a passage-way 0 to the cylinder 0. A set screw 16 isprovided to limit the size of the passage-way 0 One end of thepassage-way is provided with a ball valve 17 which is held to normallyclose the passa e-way 0 b means of the spiral spring 1 It will t us beseen that the valve 17 forms practically a check valve, so that the aircan only pass outwardly from the cylinder 0 into thepipe O.=

O is a port located on a line with the port 0 and 0 1s a port located ona line with the port The ports 0 and O are connected by a passage-way19.

P and Q are slide valves suitably, held in the bottom of'the chest H.The slide valve P is provided with the lugs P into which extends the armN secured on the arbor N and by which the slide valve is operated aswill hereinafter appear. The slide valve is provided with a bottom portP which is communicates with the atmosphere, and with the connectingport Q which co-acts with the ports 0 and O and with a port Q whichco-acts wit-h the port 0 Q is an arm secured on the arbor Q The arm Q5engages with the lugs Q on the slide valve Q. One end of the arbor Qextends through the side of the valve chest H and is provided with acontrolling handle Q], which is designed to be operated by the engineerin order-to retard or stop the operation of the engineers brake valve aswill hereinafter appear. The device by which this is accomplished Ishall now describe.

B is the brake valve handle. The brake valve has at the upper end aflange B which has a cut-away portion, the ends of which form stops forthe brake handle.

R is the main casing of the brake valve operating device, which isprovided with a lower flange R and a supplemental casing R afiixedthereto and provided with a lower segmental flange R This segmentalflange R has an internal groove R and beneath it extends a segmentalring R with a corresponding groove. By means of bolts H extendingthrough these rings the casing R is fastened to the top, flange B of theengineers brake valve. The casing R is connected by the pipe S leadingfrom the top thereof to the port 0 of the valve chest H.

S'is a pipe, which leads from the casing It at a point below the pipe Sto the top of the casing T of the controller D by which the brake valveis held in service position until the brakes are applied suificiently aswill hereinafter appear.

S is a pipe which leads from the casing T at a point intermediate of itsheight to the port 0 atthe bottom of the valve chest H. The supplementalcasing R .serves to close the bottom of the casing R and is -pr0- videdwith an orifice R".

19 is an internal'cylinder provided with a bottom 20 and a base 21,which is held on the top of the supplemental casing R 22 is a ring,which surrounds the base 21, and has a projection 23 at one sidethereof, which depends through a slot 24 in the topof the supplementalcasing R3 The cylinder 19 is filled with oil and the top is provided-with a disk 25 provided with holes 26. A

Underneath the disk T I supplemental disk 27 is provided, which isconnected to the disk 25 by the stems 28 having the tops 29 betweenwhich and the disks 25 extend spiral springs 30. The disk 25 is providedwith-a stem 31 at the upper end'of which is a piston 32. Between thepiston 32 and the base 21 of the cylinder 19 I provide a spiral spring33, which has a normal tendency to hold the disk 32 in the uppermostposition.

Supported on the disk 32 is a supplemental piston 34, which is held bythe spring 33 normally against the top of the cylindrical casing R.

Upon the air passing in through the pipe S on to the top of the piston32 the disk 25 is forced downwardly and the disk 27 forced against thelower face of the disk 25, thereby closing the holes 26. The disk 25,however, is of such a fit that it permits of a leak around its edge andconsequently oil will escape above it, but it will serve to prevent toorapid downward movement of the piston 3-1. Upon the return stroke theoil passes back through the holes 26, the disk 27 being forced away bythe oil pressure and compressing the springs 30.

The piston 34 is provided with a down wardly extending projection 35having the sides inclined as indicated and designed to abut theprojection 23.

I shall now describe the controlling device D.

T is a piston, the stem or rod of which is provided with a disk T at itslower end. provide a disk valve T? held against the disk T by means ofthe stem T having a suitable head and a. spring T extending between thedisk T and the head of the stem T The valve T covers a hole T T is aby-pass extending from the bot tom of the casing T to a point above theuppermost position of the disk T T is a needle valve, which extendsintothe pass where it runs upwardly from the horizontal portion asindicated.

T is a spring extending between the bottom of the casing T and the diskT The needle valve T may be adjusted as desired. The casing T ispartially filled with oil as indicated in the drawing to a point abovethe level of the top of the bypass. The spring T normally forces thepiston upward until the air is exhausted above the piston.

T is a hole located normally opposite the fore briefly referred to.

The locomotive when passing over the block junction where a signal isset against it will not before the forward trucks pass over theinsulatin joint F affect the mechanism in the cab or the reason thatthere is no battery in the circuit. As soon, however, as the forwardtruck passes over the insulating joint a circuit is completed throughthe battery F of the relay and the rails on eachside of the insulatingjoint, the truck E, the wire 4, the engine frame and wire 3 to themagnet I. The result is that the armature I is drawn to the contact 8and a circuit established through the wire 6, battery 7, magnet K, wires5 and 9 and armatureI and contact 8. The result is that the armature Kis drawn to the magnet K, thereby withdrawing the bent end K fromunderneath the arm M, which is thereby caused to turn striking in itsdescent the rod L, which retards it according to the osition that therod is set while the arm is orcing the rod out of its path as the pistonof the rod descends as hereinbefore described. As the arm passesdownwardly the whistle lever I-I operates to blow the whistle, therebyapprising the engineer of danger. At the same time that the arm M turnsthe gear I]: throws the quadrant N upwardly until the arm has made ahalf revolution and comes in contact with the stop H By the movement ofthe quadrant N the piston O is pushed inwardly as indicated. The arm Nis also moved from the position shown in full lines in the drawing tothe position shown by dotted lines, thereby bringing the port P oppositethe port 0 and thus causing the air. under pressure in the valve chestto pass down throu h the pipe S into the top' of the casing R. orcingthe spring held-piston 34 down and causing its downwardlyeXtending-wedge-shape projection 35 to force the ring 22 andconsequently the projection 23 and the brake handle B of the engineersbrake valve into service. position.

h It is sometimes desirable when the handle Bf. ofthe engineers brakevalve is forced into service position that it be maintained in suchposition a sliflicient length of time in order to adequately apply thebrakes and this is accomplished by the casing T and its parts-asthe airpasses out through the the piston T has to move downwardly ashereinbefore described and this gives the desired period of time toapply the brakes. This period may be regulated by the set screw T ashereinbefore referred to.

When the air has reached the pipe S it passes upwardly through the port0 and connecting-port Q? port'O assage-way O and pipe 0 to the cylinder8, thereby forcing back the piston O and restoring the arm N andconsequently the arm M and whistle lever H to their normal position.

In case there should be any leakage of air aroundthe ports of the slidevalve Q which air might pass through the pipe Q and accumulate behindthe piston O in the cylinder O and thereby prevent the free operation ofthe piston O on receipt'of the signal, such air instead of accumulatingwould pass through the port Q port 0 and pipe S around the reducedportion of the piston T phere. I

-I have shown ports 0 and O at the bottom of the valve chest designed tocoact with the connecting ports P and P I have not shown, however, anydevice operated therefrom, but it is my intention 1f found desirable touse these ports with suit able air controlled devices to operate thethrottle valve of'the engine.

device for various. purposes necessary in a signaling apparatus.

Should the engineer desire not to have the brake valve operate he mayeasily prevent it by grasping the handle Q and throwin the slide valve Qin the direction indicate by arrow in. Fig. 3, thereby throwlng the portQ opposite the port 0 thus allowing the air to escape through the port 0passageway O pipe 0 to the cylinder 0, thus forcing thepiston'O back andstop ing' the 'operat1on of the parts, which a ect the engineers brakevalve. Should the engineer however, hold his'handon the handle Q inorder to permanently hold the piston'O forward by' air pressure and thusprevent nal, I can prevent such action being taken, by making it involveapplying the brakes, for the reason that the air from the cylinder thetop of the casing R thereby applying the brakes as hereinbeforedescribed.

The path of air through the port 0 the passage way 19, port 0 port Q.and port 0 to the atmosphere, will be necessarily closed, on account ofthe engineer holding his hand on the handle after having shifted and outthrough the port T to the atmos- I have shown them to exemplify theadaptability of my the arm M dropping on receipt of the sig- 0 will thenpass outwardly through the pipe 0 into the port 0 of the pipe S, intopipe S and before it can reach the pipe S the valve. Consequently thepassage of air hereinbefore' must be through the pipe S referred to.

What I claim as my invention is:

1. In an automatic train controlling and signaling system of the classdescribed, the

combination with the engineers brake valveand handle thereof, of anelectrically started air operated and controlled service applicationmeans, and a retardin device in the air operated means, as speci ed. I

3. In an automatic train controlling and signaling system of the classdescribed, the combination with the engineers brake valve and handlethereof, of an air operated means for throwing the handle into theservice position, a main air reservoir, a valve chest and valve therein,a pipe leading from the main air reservoir to the valve chest, a pipeleading from the valve chest to the air operating means of the handle adischarge pipe for the air operating means and a retarding device in thepath of said discharge pipe as and for the purpose specified.

'4. In an automatic train controlling and signaling system of the classdescribed, the combination with the engineers brake valve and handlethereof, of an air operated means for throwing the handle into theservice position, a main air reservoir, a valve chest and valve therein,afpipeleading from the main air reservoir to the valve chest, a pipeleading from the valve chest to the air oper ating means of the handle,a discharge pipe for the air operating means, a retarding device in thepath of said discharge pipe and a pipe leading from the retarding deviceto the valve chest and mechanism co actingtherewith for restoring thevalve to normal as and for the purpose specified.

5. In an .automatic train controlling and signaling system of the classdescribed, the combination with the en ine'ers brake valve having anupper circumferential flange, and the handle thereof, of a superimposedcylindrical casing, a supplemental casing secured to the bottom flangethereof forming a bottom for the main casing and having a cut-awayportion and bottom flange to fit on the top flange of the engineersbrake valve, a supplemental flange fitting under the aforesaid anges andbolted to the bottom flange of the supplemental casing as and for thepurpose specified.

6. In an automatic train controlling and signaling system of the classdescribed, the combination with the en ineers brake valve having anupper circum erential flange, and

the handle thereof, of a superimposed 0y lindrical casing, asupplemental casing secured to the bottom flange thereof forming abottom for the main casing and having a cut-away portionand bottomflange to fit on the top of flange of the engineers brake valve,- asupplemental flange fitting under the flange of the supplemental casing,air inlet and outlet ports at the top of the casing and means within thecasing operated by air pressure for throwing the handle of' theengineers brake valve into service position, as and forthe purposespecified.

7. In an automatic train controlling and combination with the engineersbrake valve and handle thereof, of a superimposed cylindrical casing andsupplemental casing connected thereto, and means for securing thesupplemental casing to the top of the 'engineers brake valve, air inletand outlet ports at the top of the casing, and means within the casingoperated by air pressure for throwing the handle of ,the engineers brakevalve into the serviceposition, as and for the purpose specified.

8. In an automatic train controlling and signaling system of the classdescribed, the combination with the engineers brake valve and handlethereof, of a superimposed cytop of the engineers brake valve, an inletand outlet ports at tlm top of the casing and means Within the casingoperated by air pressure for throwing the handleof the engineers brakevalve into the service position a ring having a depending projectionsupplemental casing, an internal cylinder designed to contain oil andprovided with a suitable base around which the aforesaid ring fits, thespiral spring surrounding the internal cylinder, a piston and stem anddisk secured to the bottom of the stem and provided with a spring helddisk valve and outer piston supported on the top of the aforesaid pistonand provided with a depending projection on the ring, as and for thepurpose specified. J i

9. In an automatic train controlling and signaling system, of the classdescribed, the combination with. the engineers brake valve for shiftingthe handle, and the valve chest, and valve for controlling the admissionof ing device located in the air outlet pipe of the air operated meansand between such means and the-valve. chest as and for the purposespecified.

10. In an'automatic train controllin and combination with the engineersbrake valve for shifting'the handle, and the valve chest,

signaling system of the class described, the.

air into the air operated means of a retard signaling system of theclass describe the I and handle thereof and air operated means,aforesaid flanges and bolted to the bottom lindrical casing, asupplemental casing to the p extending through the slot in the top ofthe and handle thereof and air operated means and valve for controllingthe admission of air into the air operated means, of a cylinderconnected at the top by a pipe to the Outlet of the air operated means,of and a pipe leading from said cylinder below the level of theaforesaid pipe to the valve chest, and a piston located in said cylinderand provided with a disk and spring controlled valvein such disk, and aby-pass from above the top of the disk to the bottom of the cylinderprovided with a needle valve, the said cylinder being arranged tocontain fluid as and for the purpose specified.

11. In an automatic train controlling and signaling system, of the classdescribed, the combination with the engineers brake valve and airoperated means for placing the brake valve in the service position, andthe valve chest for controlling the admission of the air to the airoperated means, of means for operating the valves in the valve chest andelectric control for such means operated from a relay connected to therails, as and for the purpose specified. I

12. In an automatic train controlling and signaling system of the; classdescribed, a controlling device for the air operated-means of theengineers brake valve handle comprising a valve chest having a pipecommunicating with the air reservoir and ports in the bottom thereofalined with each other, one communicating with an air operated means forshifting the brake valve handle and the other communicating nor- 'mallywith the atmosphere, a slidevalve provided with a port and means forshifting the slide valve to bring the port therein opposite the portleading to the air operated means as and for the purpose specified. I

13. In an automatic train controlling and signaling system of the classdescribed, a

' handle and the other communicating normal' ly with the atmosphere, aslide valve provided with a port, means for shifting the slide valve' tobring the port therein opposite the port leading tothe-air operatedmeans and electrically operated meansfor controlling the movement of theafore-' said means as and for the {purpose specified.

14. In an automatic train control l'ing and signaling system of theclass described, a

controlling device for the air operated means of the 'engineers brakevalve handle com: prising avalve chest having a pipe 'communicatingwiththe air reservoir and ports in the bottom thereof al'ined with eachother, one communicating with an air operated means for shifting thebrake valve vided with a toothed quadrantal end, an

arbor journaled in' bearings and provided with a pinion meshing with thetoothed quadrantal end of the arm, an arm secured on the end of thearbor carrying. the pinion and operating means for holding the arm inthe normal position andmeans releasing the same, as and for the purpose.specified.

15. In an automatic train controlling and signaling system of the classdescribed, the

combination with the arbor from which the slide valve is directlyoperated and the arm secured on the end of the same and provided with atoothed quadrantal end, and an arbor journaled in suitable bearings, anda pinion and arm carried thereby, of a magnet having a spring-pressedarmature, the upper end of which normally holds the arm on the arborcarrying the pinion in its normal position, a circuit closing magnetcarried on a suitable standard, and armature thereof, and contact forone end of the armature, a local battery and a wire connecting thecontact and extending from the battery, andthe arm controllingniagnetback to the circuit closing magnet, and a wire lead-ing from therail to the armature of the circuit closing magnet as and for thepurpose specified.

16. In an automatic train controlling and; signaling system of the classdescribed, the combination with the arbor journaled in hearings on thevalve chest and means for operating the valve in the chestthereforand-an arm on the end of such arbor, and the magnet and armature fornormally holding such arm in the normal position of a fluid cylinder andspring-pressed piston therein having the rod thereof extending through aslot in the top ofthe cylinder designed to have the top thereof ce-actwith the end of the armaforesaid as and for the purpose specificed.

17. In an automatic train controlling and signaling system of theclassrdescribed, the

. combination 'withthe valve chest and arbor journaled in bearings atthe outside thereof and having an'armat one end thereof, and 1electrically operated means for holding such i-oo armin the normalposition, of a drum se cured on the arbor and having one of the flangesthereof provided with a notch,- a spring surrounding the drumsuitablyconnected thereto and to a portion ofthe-frame; acylinder extendingupwardly from the valvechest and communicating therewith and havin anannular enlargement, an air whistle P p g from the cylinder to the airwhistle, a piston-located in the 18. In an automatic train controllingand signaling system of the class described, an air controllingapparatusfor the air operated means for shifting the engineers brakevalve handle comprising a valve chest communicating with the main airreservoir and having two alined ports in the bottom toward one side andfour alined ports in the bottom toward the opposite side, the two endports of the two sets being connected by a passage-way and the two nextports communicating one with the air operated means and the other withthe atmosphere, a slide valve having a port extending therethrough and aconnecting port co-acting with the two ports on the one side, asupplemental slide valve provided with means for operating the same andhaving two connecting ports co-acting each with a pair of the fouralined ports, an arbor suitably journaled in the valve chest andoperatively connected to the slide valve on the inside of the chest, anarm located on the arbor on the outside of the chest provided with aquadrantal end, a supplemental arbor provided with an arm suitablycontrolled and a pinion meshing with the quadrantal end of the outsidearm, a piston located on the top' of the valve chest and a linkconnecting the piston to the quadrantal arm, a pipe leading from thepiston to a passage-way extending through the side of the valvecommunicating with the port at the opposite end of the four alined portsas and for the purpose specified.

19. In an automatic train controlling and signaling system of the classdescribed, an air controlling apparatus for the air operated means forshifting the engineers brake valve handle comprising a valve chestcommunicating with the main air reservoir and having two alined ports inthe bottom toward one side and four alined ports in the bottom towardthe opposite side, the two end ports of the two sets being connected bya passage-way and the two next ports com- .municating one with the airoperated means and the other with the atmosphere, a slide valve having aport extending therethrough and a connectlng port co-acting with the twoports on the one side, a supplemental slide valve provided with meansforoperating the same and having two connecting ports co-acting-eachwith a pair of the four alined ports, an arbor suitably journaled in thevalve chest and operatively connected to the slide valve on the insideof the chest, an arm located on the arbor on the outside of the chestprovided with a quadrantal end, a supplemental arbor provided with anarm suitably controlled and a piston meshing with the quadrantal end ofthe outside arm, a piston located on the top of the valve chestand alink connecting the piston to the quadrantal arm, a pipe leading fromthe piston to a passage way extending through the side of a valvecommunicating with the port at the opposite end of the four alinedports, a pipe connecting the port next the end with the piston and aspring-pressed check valve designed to normally close the communicationbetween such pipe and the piston as and for the purpose specified.

20. In an automatic train controlling and signaling system, of the classdescribed, the combination with the valve chest, an arbor journaled inbearings at the outside thereof, and having an arm at one end thereofandelectrically opera-ting means holding, when denergized, such arm in thenormal position, of a whistle operating means connected to the arbor, tobe operated upon the commencement of the downward movement of the armbefore the valves are opened, as and for the purpose specified.

21. In an automatic train controlling and signaling system of the classdescribed, the combination with the engineers brake valve and handlethereof, of an automatic device so formed as to remain stationary whenthe brake valve handle is operated and designed to be operated tocontrol the handle to set a service or graduated stop as specified.

22. In an automatic train controlling and signaling system of the classdescribed, the combination with the engineers brake valve and handlethereof, of an automatic device so formed as to remain stationary whenthe brake valve handle is operated and designed to be operated tocontrol the handle to set a service or graduated stop and yet leave theemergency stop controllable as specified.

HAROLD WILBERFORCE PRICE. \Vitnesses B. 130m, A. CRIGHTON.

